AIB releases eight accident reports

The Accident Investigation Bureau (AIB) has released eight new accident report, including the final reports on the:

  • Bellview Airlines B737-200 (5N-BFN) crash in 2005:

The AIB, after an extensive investigation, could not identify conclusive evidence to explain the cause of the accident involving Bellview Flight 210.The investigation considered several factors that could explain the accident. They include the PIC training of the Captain before taking Command on the B737 aircraft which was inadequate, the cumulative flight hours of the pilot in the days before the accident which was indicative of excessive workload that could lead to fatigue.Furthermore, the investigation revealed that the airplane had technical defects. The airplane should not have been dispatched for either the accident flight or earlier flights.The absence of forensic evidence prevented the determination of the captain’s medical condition at the time of the accident. The missing flight recorders to reconstruct the flight also precluded the determination of his performance during the flight. Due to lack of evidence, the investigation could not determine the effect, if any, of the atmospheric disturbances on the airplane or the flight crew’s ability to maintain continued flight.

  • ADC Airlines B737-200 (5N-BFK) crash in 2006:

The pilot’s decision to take-off in known adverse weather conditions and failure to execute the proper windshear recovery procedure resulted in operating the aircraft outside the safe flight regime, causing the aircraft to stall very close to the ground from which recovery was not possible.

Update: Bellview Airlines disagrees with the findings of the AIB, according to the airline, in a statement, the ‘doctored report is geared to make Bellview the scapegoat with the ulterior motive of abandoning further investigation to find the true cause of the accident’.

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11 responses to “AIB releases eight accident reports”

  1. Alaba says :

    Recommend that all aviation aficionados whether professional or otherwise read as many of these accident reports as possible.

    Apart from the mechanical elements of the accidents, Human Factors allied to Crew Resource Management are so important in aviation operations.

    I cite among the new report additions the Bristow Bell 5N-BIQ, DHL 727 ZS-DPF and Bellview’s 5N-BFN as examples of where the human ego / frailties are prime causal factors in accidents.

    • Anonymous says :

      More training is needed like you said. And still a lot on the mechanical side of things and athe need for a stronger NCAA. Looking at the well worn tread of the main gear in the ADC report, thay basically reduced to slicks. This was also observed in a Spaceworld 737 parked away from the main ramp at PHC some years ago. There’s no way the braking action in the wet or dray will measure up to standard perfoprmance with tyres like that. it’s been while since the rainy season was synonymous with multiple runway overruns and sopefully it stays that way.

      The AIB have really got to fix up their site.

      • Alaba says :

        Agree Anon. But why so long before the release of these reports? Eight years is a long time if there are are key safety recommendations that could have saved lives in that period of time.
        Periodically, there should be inspectors patrolling the ramps looking at external aircraft conditions and aided with tablets have access to real time records on aircraft / crews.

    • Anonymous says :

      If this is to be taken as a signal of a change in the accident investigation practices, then more of it.

  2. Anonymous says :

    Concerning the BIQ accident report, the helicopter displayed as an example of a 412 EP, 5N-BDD is a converted Bell 212 to Bell 412 standard and NOT a 412EP.

  3. Greg says :

    Cpt of the Bellview 737, Lambert Imasuen, was regarded as highly skilled and above average by his peers circa when he left Okada/BAC 1-11s in 1988. It was in the midst of several years not flying, that he picked up the head injuries some are fingering as possible cause of the crash. Pity, that the pick of the lot should be the one to go out, this way

  4. Alaba says :

    Proper medical checks, the left seat decision making process and the ability / confidence to challenge on the part of the right seat.

  5. Greg says :

    You can’t be more correct, Alaba. For instance, pprune posts sometimes include gripes about CRM issues and Capts ignoring the right seat and doing everything themselves, in African skies. It’s easy to see how F/Os would be cowed into not making inputs even where they saw safety being impaired.

    Still, I can’t forget the front row display of dazzling SOP/CRM tenets I got, of a Twotter crew in 2003. Bni-Lag; the gentlemen, both Capts, had untold hours on heavy equipment, one of them on Hawkers too. It was clear they were both enjoying themselves. The operator has since retired the Twotters, and moved on to B737s and Dash 8s

    • Anonymous says :

      Great example you have there Greg.
      Imagine the 50s male captain with nigh on 20000 hrs and a 22 year female first officer with less than 1000 hrs.
      The newly released reports have improved greatly in quality and analysis. None of that ‘Your honourable minister’ nonsense and grammar errors.
      The investigation report of BAC 111 crash in Kano was the worst I’ve ever read. No wonder its been pulled off the site.

  6. Alaba says :

    Greg,

    CRM absolutely remains a fundamental in and out of the cockpit environment.

    A further note on Bellview’s 5N-BFN’s report in its entirety highlights many instances of criminal negligence. I’m no lawyer but I think the past principals and officers could still be charged under vicarious liability even though the airline no longer exists. Here’s hoping those circumstances have reduced in today’s Nigeria (not naive enough to say it no longer exists) and oversight is better at catching violators.

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